CHAPTER VII. 
Construction of a Railroad along the Route, and its Estimated Cost. 
The construction of a railroad across the plains necessarily presumes the establishment of a 
wagon road along the route, and of a chain of military posts for its protection. For the first, 
certain facilities of ground, and the supply of wood, water, and grass, are absolutely requisite. 
In the establishment of military posts, the agricultural capacities of the country, and the 
effects of the posts upon Indian relations, are matters to be carefully examined. Before ap- 
proaching the question of*the railroad, therefore, it has seemed to me desirable to enter fully 
into the examination of these subjects; and I have exhibited in the previous chapters a few 
of the most important advantages presented by the route near the 32d parallel, and have 
explained as clearly as possible the means for obviating certain natural obstacles which inter- 
pose to modify them. A determination of the bare question of practicable grades is by no means 
sufficient, since easy grades may be obtained over immense districts of barren country, unfit for 
human habitation, and in which it would be next to impossible to keep up the military stations 
which, for all time, would be necessary for the security of the road. There are a few important 
requisites absolutely indispensable, and I have thought it proper to give in detail the capacity of 
the route I have examined for supplying them. 
It appears from the preceding part of this report that a large proportion of the facilities which 
may be considered as desirable are found along the route near the 32d parallel, and that the few 
natural obstacles which present themselves are obviated with little labor and expense. 
Three of the most important elements which enter into the construction of a ráilroad are— 
1. The possibility of obtaining practicable grades. 
2. The capacity of the country to supply material for construction and for daily use. 
3. The facilities for delivering the iron for the road, and mpl: for the working parties at 
points along the line. 
In considering these ia tdi the same natural divisions of c country to which I have 
already referred, may be properly used, and will be examined in detail. 
First Sgort0N, 352 MrLES— "rom. Red river to eastern base of the Llano Estacado.—It is to be 
borne in mind that the ascents and descents referred to in this chapter are along surface lines, and 
are in every case steeper than it would be either necessary or desirable to establish the grades. For 
convenient reference, I have appended to this chapter a table exhibiting more in detail the 
ascents and descents for each section, and the distances between the stations. 
The eastern terminus of the line surveyed was at Preston, on the south side of Red river, and 
in latitude about 33? 45’. As I do not consider this point well selected, either for passing the 
river or in view of a continuation of the railroad eastward, I shall omit any reference to the cost 
or plan of a bridge to cross Red river. 
In ascending from the immediate banks of the river to the Divide" between its waters and 
those of the Trinity, the route for the first six miles pursues, through heavy timber, a gentle 
ridge, dividing the waters of two small streams which flow into Red river above and below 
Preston. The surface line of ascent in this distance is quite regular, and amounts to 66.3 feet 
to the mile, which could be reduced, by gaining more distance, to almost any desired grade. 
From this point to the eastern edge of the Upper Cross Timbers the ascent is 676 feet in a 
distance of 59.6 miles, or 9.8 feet to the mile. The country, about equally divided between 
